Starting and stopping mechanism



(No Model.) 5 Sheets-Sheet l.

0. DE LHRIGE. STARTING AND STOPPING MECHANISM.

No. 575,810. Patented Jan. 26, 1897.

(No Model.) 5 SheetS Sheet 2.

C. DE L. RICE. STARTING AND STOPPING MECHANISM.

.No. 575,810. Patented Jay 26, 1897.

(No Model.) 5 SheetsSheet s.

0. DE L. RICE. STARTING AND STOPPING MECHANISM.

No. 575,810. Patented Jan. 26, 1897.

.12 52"? I y ail @e (No Model.) 5 Shets sheet 4.

G. DE'L. RICE.

STARTING AND STOPPING MEGHANISM.

No. 575,810. Patented Jan. 2 189.7.

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STARTING AND STOPPING MECHANISM.

No. 575,810 PatentedJan. 26, 1897.

UNTTED STATES PATENT OFFICE.

CHARLES DE LOS RICE, OF HARTFORD, CONNECTICUT.

STARTING OR STOPPING MECHANISM.

SPECIFICATION forming part of Letters Patent No. 575,810, dated January26, 1897.

Application filed February 5,1896. Serial No. 578,089. No model.)

To all whom it may cancer/L.-

Be it known that I, OHARLEs DE Los RICE, a citizen of the United States,residing in the city and county of Hartford, State of Connecticut, haveinvented certain new and useful Improvements in Start-ing or StoppingMechanism, of which the following is a specification, reference beinghad to the accompanying drawings, forming a part hereof.

This invention has relation to means for effecting the coupling anduncoupling of machinery to and from the driver therefor and for bringingthe driven machinery to rest in a predetermined position. The improvedmeans which are herein set forth are capable of application, as will bereadily apparent, to machinery of varying character and intended forwidely different uses, but the mechanism which is herein described as anembodiment of the invention is specially adapted for use with machineryof a ponderous character in which, by reason of the friction developed,it is desirable to provide mechanical devices to assist and supplementthe efforts of the attendant in starting and stopping the machine.

The mechanism shown has been specially devised with relation to its usewith the forging-machine which is fully described in another applicationfor Letters Patent of the United States which was filed in the UnitedStates Patent Office on or about the 11th day of December, 1895, and isserially numbered 571,760, in which it is desirable to provide for theconnection and disconnection of a ponderous driving-wheel with and fromthe main shaft of the machine which actuates the movable dies. Onaccount of the great weight-of the moving parts and of the greatfriction developed it would be practically impossible to accomplish theconnection or disconnection of the parts by manual strength alone, andit is therefore my present object to provide improved means foreffecting the coupling and uncoupling that can be controlled by oneattendant without difficulty. It will be understood, however, that it isnot intended to limit the invention to the special application thereofherein referred to, nor to the specific construction and arrangement ofthe mechanism herein shown and described as an embodiment of theinvention.

In the drawings, Figure 1 is a plan View showing mechanism whichembodies the invention applied to a machine of the character of thatshown in the application for Letters Patent of the United States, SerialNo. 571,760, hereinbefore referred to, the outline merely of the machinebeing shown. Fig. 2 is an elevation of the fly wheel and clutch with thebrake mechanism. Fig. 3 is an irregular section on the planes indicatedby the line as at of Fig. 2. Fig. 4 is a detail vertical section of theflywheel and clutch, taken 011 the liney y of Fig. 2. Fig. 5 is a detailview of the brake mechanism similar to the corresponding portion of Fig.3, but representing the jaws of the brake as drawn together to effectthe stopping of the machine. Fig. 6 is an end elevation of the partsshown in Fig. 4. Fig. 7 is a side elevation thereof. Fig. 8 is atransverse section through the jaws of the brake, the scale beingsomewhat larger than that of Figs. 5, 6, and 7. Fig. 9 is an endelevation of the hydraulic valve mechanism for operating the clutch andbrake, some parts being broken out to save space and all beingrepresented as if seen from a point of view within the machine, therelative positions of the main shaft and other parts of the machinebeing indicated by dotted lines. Fig. 10 is a side elevation of, thesame, the position of the main shaft being also indicated by dottedlines.

Referring first to Figs. 1, 2, 3, and l, it will be seen that the shaftA, which represents the machine to be driven, has rigidly securedthereto, as by a key a, a clutch member or spider or wheel B, which hasa tapered working face I) for cooperation with the corresponding face aof the driving and fly wheel C, which is continuously rotated by abeltor otherwise, the driving of the shaft A being effected by theworking engagement of the faces I) and c. The driving-wheel C is mountedto rotate upon the shaft A, having a hub C, adapted for the purpose, andcan be moved longitudinally upon the shaft enough to cause the faces I)and c to stand in or out of working contact.

For the purpose of thrusting the driver C normally away from the spideror wheel B, in order to separate the working faces I) and c, I prefer tointerpose between the hub C of the driver and the hub B of the spider Ba bearin g-ring D, which rests against the face of the hub 15 and iscompelled to rotate with the hub G by the engagement therewith of thetube or shell E of a grease-cup E, which is fixed in the hub C. One ormore springs F are seated in the hub O and bear upon the ring D, anadjusting-screw F and sleeve F being arranged to regulate the tension ofthe spring.

For the purpose of crowding the driver 0 into working contact with thespider 13, I have provided a hydraulic device which is so constructedand arranged as to obtain the maximum of pressure with the minimum offriction between the operatin g parts. The end of the shaft A ischambered, as at a, and screwthreaded to receive a sleeve G, which issocured in position by a lock-nut g and serves as a bearing and packingsleeve for a stationary tube G. The latter has within the cham her a aflange 9, between which and the end of the sleeve G is interposedsuitable bearing and packing material, so that the sleeve G- may turnfreely with the shaft A about the stationary tube G. Upon the end of theshaft A is formed or secured, as by a jam-nut 72, a hub ll, betweenwhich and the shaft A is formed an annular space 7b, which communicateswith the chamber a through a port a An annular piston I fits within thespace 7t, being provided at its end with a suitable packing 1'. Thepiston I is preferably caused to rotate with the hub ll by a keeper J,which slides freely through the hub II and is secured to the flange ofthe piston I. The tube or cylinder J of a grease-cup J 2 may also besecured to the ll an go of the cylinder I and slide through the hub ll,represented. The piston l bears against a bearin g-rin g 0 which iscarried with the driver C. The tube G is connected to any suitablesource of pressure through suitable controlling devices, such as aredescribed hereinafter, whereby the application of pressure will forcethe piston 1 forward upon the shaft and the driver C into drivingcontact with the spider B. As soon as the pressure is released thesprings I will force the driver back out of driving contact with thespider, permitting the former to continue its revolutions, while thelatter is brought to rest.

As it is desirable in the machine to which reference has been made tobring the shaft A to rest in a predetern'iincd position I have providedabrake which is adapted to 006perate with the shaft, preferably throughthe spider l3, and may also be controlled by the same devices whichcontrol the clutch already described. To the spider 13, parallel withthe plane of rotation, is secured a segmental plate of metal 13' whichis knife-edged at its forward or leading end, as indicated in Fig.

Vith this plate B are adapted to 006perate two brakejaws K and K, whichare preferably faced with wood or other suitable friction material 70.

The construction and arrangement of the brake-jaws are clearly shown inFigs. 3 and 5 to 8, inclusive. As represented in Fig. 8 thefriction-plates or brake-shoes 7.; 7.: are carried by screws 7;, thedistance between the plates it being preferably somewhat less than thethickness of the plate B on the spider B. The jaw K is supported by arigid standard It, while the jaw K is movable with respect to the jawK,beingsupported in part upon a shoulder 7;, Fig. 6,0f the standard Kand being attached at its rear end to the jaw K by squaringbolts k 7;.The jaw K is not so rigidly held by the bolts 7; 71: but that at itsfornard end it may be moved slightly toward or from the jaw K, so as todecrease or increase the distance between the friction-plates 7t 7;.lfpon or with the jaw K is formed or secured a cylinder K, which isconnected to a suitable source of pressure. Within the cylinder K isfitted a piston K", to which is secured a piston-rod K. The latterpasses through the jaw K, in the rear of the friction-plates 7i: 7., andengages the jaw K, as indicated at 7;. Vhen the pressure is applied tothe piston K, the jaw K is drawn toward the jaw K, diminishing thedistance between the friction plates 70 7;, so that as the plate 13"enters between said plates 7t it it shall be subjected to such frictionas to bring the spider l3 and the shaft A to rest.

The means for controlling the application of pressure to the piston I ofthe clutch and to the piston K" of the brake are so arranged as to causethe release of the clutch and the application of the brake at the sametime, and vice versa, so that either the clutch or the brake is inoperation all the time. The means devised for this purpose and theconnections from such means to the clutch and brake are shown clearly inFigs. 1, 9,-and 10. The by draulic pressure is supplied from anysnitable source by a feed-pipe L through an ordinary three-way valvehaving a shellM and a core N,capable of oscillating within the shell inthe usual. manner. From the valve pipes O and P lead, respectively, tothe pipe G and the cylinder K. The valve may also be provided with anexhaust-pipe Q. The ports of the valve are so arranged that when thecore of the valve is in position to connect the pipe 0 with the feed Lthe pipe P will be in com in unication with the exhaust Q,and viceversa.

The valve-stem a has secured at its outer end a cam-lever N, having twoarms a and 02?, the former of which is adapted to be engaged by a lug r,which is carried by a rod it. The rod it is connected at its upper endto a crank-disk Pd, and at its lower end, through a spring 7" and aconnecting rod 2", to one arm 0' of a rock-shaft r to which a treadle ris affixed at a convenient point. The rod 11 slides freely through asleeve 11*, which is loosely hung in the end of a bar 11, the lat torbeing free to slide in a guide l-t,which is carried by thesupporting-standard, and being forced normally outward by a spring It toswing the lug '2' on the rod R away from the arm n of the cam-lever N.The arm n of the cam-lever N stands in the plane of movement of a studor roller or other projection a which may be fixed eccentrically on theend of the shaft A and is indicated in its proper relative position bydotted lines in Fig. 9. The crank-disk R is driven continuously from anysuitable source, and the rod R therefore receives a continuousreciprocation in a vertical direction. Normally, as hereinbefore stated,the rod R is held away from the cam-lever on the valve-stein and thetreadle 0' is held in its relative position by the action of the springR upon the sliding bar If the treadle is depressed, the rod R will bedrawn toward the cam-lever N, and if this action takes place during thedownward movement of the rod R the spring T will permit the parts toyield and the lug r to slip past the end of the arm n of the cam-leverN, the said cam-lever being then in the position represented by dottedlines in Fig. 9, in which position it causes the clutch members B and Oto be held out of operative contact, the brake at the same time beingclosed. As the rod R moves upward the lug 0' engages the arm n andthrows it into the position represented in full lines in Fig. 9, therebyshifting the valve and causing the brake to be opened and the clutch tobe closed. The machine therefore starts, and as the shaft A completesits revolution the roller a thereon strikes the arm n of the cam-lever Nand shifts the valve to its original position, thereby opening theclutch and closing the brake and bringing the machine to rest.

It will be apparent that the attend ant is required to use no more forcethan is necessary to overcome the resistance of the spring R and toswing the rod R. The continuouslyrotating crank-disk R thereupon effectsthe desired movement of the valve in one direction and the movement ofthe machine itself effects the movement of the valve in the oppositedirection at the moment required for the stopping of the machine.

It will be understood that in practice the brake is set before thesegmental plate 13 reaches it, as otherwise the movement of the brakewould not be quick enough, on account of the great speed and weight ofthe spider B.

The mode of operation of the several parts of the improved starting andstopping mechanism has been fully set forth in connection with thedescription of the construction thereof and no further explanation isnecessary. It will be obvious that the details of construction andarrangement may be varied from what has been described and shown hereinwithout departing from the spirit of my invention.

lVhat I claim as my invention, and desire to secure by Letters Patent,is-

1. In a clutch mechanism, the combination with a driven part and adriver movable into or out of working contact, a brake for said drivenpart, a hydraulic piston and cylinder for operating said brake, ahydraulic piston and cylinder to press said driver and driven part intoworking contact, a single valve and independent connections to saidcylinders, and means to actuate said valve whereby pressure may beapplied to one or the other of said pistons, substantially as shown anddescribed.

2. In a clutch mechanism, the combination with a driven part and adriver movable into or out of working contact, a brake for said drivenpart, a hydraulic piston and cylinder for operating said brake, ahydraulic piston and cylinder to press said driver and driven part intoworking contact, a single valve and independent connections to saidcylinders, a lever for shifting said valve to admit pressure to one orthe other of said cylinders and means actuated by said driven part toshift said lever, substantially as shown and described.

3. The combination with a shaft, a hydraulic piston and cylinder tocontrol the movement of said shaft, a valve and connections to controlthe application of pressure to said piston, a lever connected to saidvalve to shift the same and an eccentric projection carried by saidshaft and adapted to shift said lever as the shaft is rotated,substantially as shown and described.

4. The combination with a valve having a shifting lever connectedthereto, of a longitudinally-reciprocating rod free to swing and havinga projection to engage said lever and means to swing said rod into orout of proximity to said lever, substantially asshown and described.

5. The combination with a valve having a shifting lever connectedthereto, of a longitudinally-recip rocatin g rod free to swing andhaving a projection to engage said lever, a slide to which said rod isconnected, a spring con nected to said slide to swing said rod away fromsaid lever, and means to swing said rod toward said lever, substantiallyas shown and described.

6. The combination with a valve having a shifting lever connectedthereto, of a longitudinally-reciprocating rod free to swing and havinga projection to engage said lever, a treadle and connections to swingsaid rod toward said lever, and a spring interposed in said connectionswhereby said rod is permitted to yield, substantially as shown. anddescribed.

7. The combination with a wheel mounted to rotate and a relatively shortplate secured thereto parallel with the plane of rotation, of brake-jawsarranged on opposite sides of the path of said plate and means to forcesaid jaws together to clamp said plate between them, substantially asshown and described.

8. The combination with a wheel mounted to rotate and a plate securedthereto parallel with the plane of rotation, of brake-jaws arranged onopposite sides of the path of said plate, a hydraulic cylinder carriedby one of said jaws and a piston and connection to the IO brake-jawsbeing adapted to clamp said plate other of said jaws whereby said jawsmay be forced together to clamp said plate between. ilieni,substantially as shown and described.

9. The combination with a wheel mounted to rotate and a plate securedthereto parallel with the plane of rotation, of a standard fixed inproximity to said wheel, a brake-jaw rigidly supported by said standard,a movable brake-jaw supported by said standard, said l i E i l

